Insulated rail-joint.



No. 761,526. PATENTED MAY 31, 1904.-

4 J. C. MOGK. v

INSULATED RAIL JOINT.

APPLICATION FILED 00T. 26, 1903.

Patented iviay 31, 19o4.

vPATENT OFFICE.4

JAMES` O. MOOK, OF DETROIT, MICHIGAN.

AINSULATED RAIL-JOINT.

SPECIFICATION forming part of Letters Patent No. 761,526, dated May 31, 1904.

i Application filed October 26.l 1903. Serial No. 178,495. (No model.) l

. T all whom it muy con/cern:

Be it known that I, JAMES C. Moox, a citizen of the United States, residing at Detroit, in the county of Wayne, State of Michigan, have invented certain new and useful Improvements in Insulated Rail-Joints; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled Iin the art to which it appertains to make and use the same, reference `being had to the accompanying drawings,and to the iiguresof reference marked thereon, which form a part of this specification.

This invention relates to an insulatedV joint obviating undue wear and injury. to the serv' ice-rails. Y Y

The above object is attained by the `Istrucvture illustrated in the accompanying drawings,

in which- Y 4 Figure l is a perspective view of an insulated rail-joint involving my invention. Fig. 2 is a side elevation of said joint. Fig. 3 is a plan view thereof. Fig. 4 is a transverse section as online 4 4 of Fig. 2. j j I A Referring to the characters of reference, l designates the service-rails, the meeting ends of which are insulated by inserting between them suitable insulated material 2. Supporting the ends of theservice-rails and extending thereunder is a chair or bridge-plate 3, having along one edge a vertical flange 4. Interposed between the base of the servicerails and said bridge-plate is a channeled piecel of insulating material 5,whose marginal iianges 6 and 7 embrace the edges of the base bridge-plate 3.

yportion of said railis,whereby the meeting ends I of `the service-rails are insulated from the Lying adjacent the ends of the service-rails and crossing the insulated joint between them is an auxiliary rail 8, the top of which is sufficiently high to receive the tread of the wheels of a train or car when passing the joint between the service-rails, whereby the load Iis borne by said auxiliary vrail and the insulated joint between the service-rail sections is relieved .fromthe weight 'and wear incident to the passage of the train or carV thereover.

Owing to the fact thatthe meeting ends of the service-rails are. supported by the insulating material 5 under ordinary conditions the weight of the train upon said rails would batter down said insulation and allow considera able play to the rails at the joint. The presence of the auxiliary rail 8, however, relieves the joint from the load, which is carried by saidrauxiliary rail, thereby obviating a loose and imperfect joint between the rail-sections,

as would otherwise result.

The auxiliary rail 8 may be a section` of an i ordinary rail cut the proper length and having one side of its base removed to allow it to be placed upon the bridge-plate 4so that the 'top thereof will stand adjacent the top of the `service-rail sections, the base 9 of said auxiliary rail engaging the vertical flange 4 of the bridge-plate. To bring the top of the auxiliary rail to the proper height to receive the `tread of the wheel when passing the joint, a 3 steel filler-1.1 is placed between the base of the auxiliary rail and said plate. Where the auxiliary-rail section is v rolled expressly for l the purpose of forming this joint, the employrial.

The fiange 7 of the channeled piece of insulation extends upwardly between the base 16 of the service-rail and the base of the auxiliary rail, while the tops of said rails are insulated from each other by the inserted strip of insulation 17. The fish-plate is insulated from the web and base of the service-rails by the interposed strip of insulation 18.

To prevent the establishment of electric communication between the service-rails and the auxiliary rail through the bolts 14, said bolts are surrounded where they pass through the web of the auxiliary rail and through the fish-plate by an insulating-bushing 19, while the metal washers 2O carried by said bolts are backed by the washers 2l of insulating mate- It will now be evident that the ends of the service-rails are insulated from each other and from the bridge-plate which supports them, and it will also be evident that the auxiliary rail is insulated from the service-rails, while said auxiliary rail is so positioned as to receive the load at the rail-joint when the train or car is passing. The top of the auxiliary rail is beveled off at each end, as shown at 22, leaving the higher portion upon the inside of the rail,which extends entirely across the rail at the longitudinal center thereof. This formation permits the load to be transferred gradually from the service-rail to the auxiliary rail and gradually transferred from the auxiliary rail to the service-rail as the wheels of the cars are passing the joint.

The filling of wood or analogous material l5 between the auxiliary rail and the main rails serves to brace the auxiliaryrail and prevent it from tipping inwardly toward the main rails when the load is transferred thereto.

I have illustrated this invention in connection with an auxiliary-rail section formed from a piece of T-rail. It is evident that where the auxiliary rail is rolled expressly for this purpose its base will rest directly upon the bridgeplate, while the top. thereof will stand Hush with the top of the service-rails.

Having thus fully set forth my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In an insulated joint, the combination of the service-rails insulated from each other, the auxiliary rail fastened to the adjoining ends of the service-rails and insulated therefrom, the top of said auxiliary rail being suiiciently high to receive the tread of the car-wh eels passing over the joint.

2. In an insulated rail-joint,the combination of the service-railshaving their adjoining ends insulated from each other, the auxiliary rail crossing the joint between the service-rails and being of sufiicient height to receive the tread of the wheels passing' the joint, insulating substance between the auxiliary rail and at least one of the service-rails to separate said rails electrically.

3. In an insulated rail-joint,the combination of the insulated service-rails, an auxiliary rail crossing the insulated joint between the service-rails, and a filler of insulating material interposed to separate the running-rails from said auxiliary rail.

1i. In an insulated rail-joint,the combination of the service-rails insulated from each other, the auxiliary rail crossing the insulated joint between the service-rails and lying adjacent thereto, said auxiliary rail being insulated from the service-rails, and a bridge-plate supporting the ends of the service-rails and said auxiliary rail.

5. In an insulated rail-joint, the combination of the service-rails insulated from each other, the auxiliary rail crossing the joint of the service-rails and being of sufficient height to receive the tread of the wheels.

6. Inaninsulatedrail-joint,thecombination of the running-rails insulated from each other, the auxiliary rail fastened to the adjoining ends of the running-rails and insulated from said rails by an inserted strip of insulation.

7. In an insulated rail-joint, the combination of the main rails having their adjoining ends insulated from each other, the auxiliary rail crossing the joint between the main rails and fastened to the adjoining ends thereof, the top of said auxiliary rail beingsuiiiciently high to receive the tread of the car-wheels, insulation inserted betwen the main rails and said auxiliary rail, a bridge-plate supporting the main rails and said auxiliary rail and a strip of insulation between the main rails and said plate.

In testimony whereof I sign this speciication in the presence of two witnesses.

JAMES C. MOCK.

Witnesses:

E. S. VHEELER,` I. G. HowLn'rT.

lOO 

